N242BD had a successful first flight this morning, launching at
first light on a cold (13F), beautiful Montana morning. Flight went
well, a few minor squawks. Engine ran great, no high temps probably
thanks to the cold ambient OAT and the oil cooler valve. Thanks to
all who have helped, I'll be making sure to thank you personally.
Wow, what an airplane - thanks to Van's for such a great product.
I started July 1, 2009, Serial Number 40084. I'll get pictures up
Bryan Douglass (douglassmt)
In Phase 1!
Got just up to installing the W-926A/B j stringers in my wing today. I
drew the center line as per the plans (3/8" from unbent end). When I install
it in the wing the line is too high and I cannot lower it any more since it
is hitting the ribs. Seems like I could just install the j-stringers
touching the ribs and not need the line. What have other people done?
So tomorrow is the big inspection day. My A&P
suggested I have everything opened up for him and ready
for inspection. He also relieved my fears when he said
he would sign it off pending a satifactory inspection
but I could assemble everything at my leisure.
continue / pictures
Like most of you who rent or lease your hanger, I also had terrible
lighting in my hanger. I am at least lucky enough to have one 120v outlet
and one light bulb socket on the ceiling. So for years I've had to get out
the light stands and move them around the airplane to where I'm working. I
finally had enough, but being a tenant it's frowned upon to start running
conduits and taping into the hanger electrical system for permanent
I live in a terrace of brick houses in an inner suburb of Dublin.
My shop is very small so fitting the wings had to happen outside.
Trouble is, the shop is tiny because the back garden (yard) is also
tiny. Not to worry, the builder obviously had the dimensions of a
Vans RV-9 in mind when he laid out these houses in 1902.
...how far can you glide? Have you practiced power off glides? In the
F-16 we practiced glide approaches as a matter of currency, mandatory. It
became almost mundane and when it really happened to me, the glide approach
and landing wasn't too surprising (despite being on fire
my RVX I routinely set a hard altitude when coming home and reduce the power
to idle at set distances to observe glide capabilities at different
airspeeds. I have done this in my C/S HR2, my RV4 and many other RV's I fly
on pre-buy inspections as part of my report.
Results? 87 KIAS in my RVX produces the best glide ratio producing a 10 mile
glide to straight-in approach from 10 miles distant at 5K altitude, no
Ok that's a bit of an exaggeration but my plane is a
mess. I knew it was coming but not this bad.
I want to compete in Sportsman this year which is a move
up from Primary last year. The two new manoueuvres for
me are the 1/2 reverse Cuban and the hammerhead turn.
I have inverted fuel but only a dumb, cheap air/oil
separator from Aircraft Spruce. For weeks I've been
reading threads on different air/oil separators, 1/2
Raven systems, accusumps, Christen inverted systems and
now I'm all disoriented, no pun intended.
To do the 1/2 Cuban I pull to 45, do a quick 2 count,
roll inverted, push and count 3 before pulling to finish
the maneuver. Oil pressure is normally in the 55 psi.
range and drops to mid 30's during the inverted segment.
It recovers as soon as positive G is applied. I don't
think this is harming the engine one bit.
I typically keep my oil level at 5 quarts, I guess I
lost a good 3/4 quart today in a 20 min. practice
I pulled the cowling today after an hour flight to do an oil change and
while waiting on the oil to drain, I inspected the FWF. This is what I
- A&P) A stuck valve is definitely the most likely cause of
the bent pushrod/pushrod tube. I'd be surprised if you didn't notice
some rough running (morning sickness) symptoms.
Wheel Pant Got The Shakes?
Worth a little wiggle after each flight. Someday you might find a
bolt has worked its way out. Found this yesterday before a quick .2hr
lunch flight - luckily Monk had the right bolt at his shop and I was good to
go in a bit.
Good morning! Saturday carried my first passenger in two months
- and it was one of my favorite ones (son). He forgot and
wore 100% polyester pants (no go item). No worries, the nomex suit
is left in the plane and I was wearing jeans and a long sleeve cotton shirt.
It was a little loose, but it made for a cute picture, which is now my
phone wallpaper (below). The
kid can fly. Holds altitude and spots traffic before me. He
logged .4hrs stick time out of a .5hr flight - I took off and landed. A good
Saturday morning for any 11yr old kid....me thinks.
Sunday was breezy, so it revolved around getting the motorcycle ready for Texas' 9-month
riding season (79*F here a few days back). Oil change, new
filter, new battery and tires pumped to 2.2 and 2.5 bar. It gets ~45mpg. $50 to fill up my tiny Ford Ranger Saturday using cheapest
gas they had (and the supermarket's 3¢ discount). The cycle
reduces my roundtrip cost to the airport from nearly $6 to a little over $2, and mixed with
grocery store, post office and a thousand other daily errands saves me
over $75/month in car gas. Worded another way it pays for 2½
months of hangar rent even taking into account insurance and
registration. No rain, daytime only and back roads. Day-Glo
yellow armored jacket and all the other stuff that sets a guy apart from
the the squids.
Welcome back good weather! Time to ride and fly! Hope you
have great Monday. dr
Well after 4 1/5 years and 2500+ hours, I made the first flight on my new
RV-7 last Friday out of Lake Elmo, MN.
Weather was a little marginal in the morning with snow showers floating
around so we waited until about noon. Still a little gusty with about 15-20
knots down the runway. This made for a VERY short takeoff roll (like less
than 4 seconds). Horsepower and a Hartzell prop can't be beat. Chase plane
flown by Tom Berge and photos by Peter Fruehling.
This is my second (and last!) project after finishing an RV-4 in 2003 (now
N160NS and living near Baltimore). Details of 722DW: (continue)
I made a plywood template and used 3M spray adhesive to stick it to the
frame. Best fit the canopy to the frame and slid it .030-.050 forward of the
template. Clamped it all down and used a belt sander to take the canopy edge
down to the template. Worked very well and gave me a nice clean cut.
Here is a link to my latest in the 'Going For A Ride' video series.
Thanks to Mike 'Chef' Regen, for supplying some of the footage. The Tangier
Island, VA Holly Run has been a tradition for over 40 years. The weather was
perfect this year. Watch it in HD 1080 if you can.
Well, it wasn’t forty hours, but with the help of many RV’ers (Roy Geer
in particular for taking the time to fly over three hours last week), the
RV-1 is once again free to roam the skies at will! With 6.2 hours on the
clock since re-licensing, I signed the logbook today, putting the airplane
in Phase 2 and making it ready for it’s national tour. Roy is now the
current “high time” RV-1 pilot of the modern age – only 2.6 of those hours
are mine. We finished up the test period with some cruise performance around
the northwest side of Fort Worth on Saturday, determining that at 2350 RPM
it will burn about 5 gph and do about 135 mph. Although I am sure it will go
faster, it seems to like that speed, and anything that is that old deserves
to be comfortable.
Next weekend is the “coming out” party at Hicks Airfield (T67) and I hope a
lot of folks can make it to try it on for size (who knows, we might be
recruiting pilots!) and see it fly – if the weather permits. Immediately
after the event, it will be heading to the GLO Custom, the paint shop at
Northwest Regional, for touch-up work and the addition of a new Comm radio
and ELT (required for the Canadian portion of the tour). If all goes well,
it will be headed east to begin the tour sometime around the 10th of March.
It was really amazing to sit in that cockpit, droning along over the plains
of Texas, a Sectional in my lap and roads spread out below. It’s a whole
different kind of RV’iating- one that we hope that everyone will be able to
participate in through the tour visits, SPOT tracking, and reports from the
pilots. It was just about four and a half years ago when I first saw the
RV-1, and the dream began. Now, through the participation of many in the
community, the dream has taken wing. It should be a great summer!
As some of you know I made a engine dehumidifier from
two columns of coloured silica gel deissicant (Harbor
Freight), a length of ABS pipe and a Petco aquarium
pump..9902 I think is the model number... Its for a 60
I have been running this pump for about 3 years and have
been very happy with it. It has far more air output than
the little tetris pumps.
Well the last couple of months I noticed the dessicant
was lasting much longer before changing colour, I pulled
the tube off the breather yesterday and found the flow
had gone to almost zero.
That pump was a whole 15 bucks so feeling totally
cheated I took the pump apart and found there are
actually two pumps in one.. The diaprham had ruptured on
the side I was using.
Totally Off Topic
Feb 24, 2012. 1228z
The Daytona 500 is this weekend. NASCAR season is back.
That doesn't mean much to me, but it means the WORLD to my Mom, who
celebrated her birthday this week. She says it's nice that they
give her this present each year. This year she's enjoying it in HD
and with a DVR (present from her kids). She's a 'Little E' fan, so
root accordingly. Her baby boy turned into a Formula 1 snob, so
he's looking forward to March 18th.
Wishing you and yours a happy, safe and RV-filled weekend! dr
For months my wife has been training for her third
half marathon to be ran at Disney World this weekend.
That being said for months I have been eagerly
anticipating the opportunity to get to fly us down in
For the past week I have been painfully scanning all the
available weather information that would impact our
decision to fly or drive. I absolutely hate driving
these days and looking at a 11+ hour drive ahead of me
when a 3hr flight would do it, is not my idea of fun.
For the last 24hrs my wife has been hounding me to tell
her the decision...fly or drive.
Michael John DeMuth, 63, of Old Whitmire Highway,
Newberry, SC, formerly of Ellicott City, MD, died
Friday, February 3, 2012 at his residence. He was born
December 22, 1948 in Baltimore City, MD a son of Albert
and Jean Jacobi DeMuth. Mike was the owner of
Aymar-DeMuth Propellers and spent more than 25 years
crafting airplane propellers that have been shipped all
over the world. He was also a Journeyman Machinist who
worked at General Electric, Westinghouse, and in the
Applied Physics Lab at Johns Hopkins University where he
was part of the team that built one of the first
satellites to be launched into space from the spaceship.
Mike was an extremely talented man but a man, who
despite all of these gifts remained very humble.
In addition to his parents of Ellicott City, MD, he is
survived by his brothers, Paul DeMuth of Ellicott City,
MD and Donald (Nancy) DeMuth of Irmo, SC; sister, Carol
(Larry) Gray of Union Bridge, MD; nieces, Laura,
Virginia, Jami, and Jessi; a great-niece and a two
Just landed in KLKR after flying our RV6A for the
very first time ever and I finally get the RV Grin!
Congrats to you all...what a great aircraft it is! Easy
to fly, docile, responsive and FAST, I am Extremelly
It was a beautiful day today in Southeastern VA. My
home base (KCPK) is a very short hop (50 Nautical Miles)
I read this thread this morning when I got up and
decided it was time to go see an old friend who lives
minutes away from First Flight Airport. I considered it
a bonus to be able to grab a shot of my RV-8A with the
Wright Brothers monument in the background.
I couldn't help but to think about what took place here
and how far we've come since then. I would like to think
that the brothers must be overhead looking down on my
machine and hopefully they were impressed. Imagine if
you were able to give Orville and Wilbur a tour of your
machine. They would probably think that you had flown in
from another planet. Here is the beauty shot. A
beautiful monument and nice museum. I hope you have the
opportunity to visit with your machine soon.
I hope this post may be of use to those out there
struggling like I am with a leaky fuel tank. I have a
few pics and videos to show concerning my process along
with a question concerning something I found in my fuel
tank that I would like to understand.
I have been fighting fumes in the cockpit pretty much
since my first flight. I have approximately 150 hours on
my 9A now. I have always had a distinct smell of fuel
whenever I would initially open the canopy prior to
flight. The fumes have always dissipated on the ground
once the engine was started. I attributed this to the
air movement through the cockpit once the prop was
spinning. I have never smelled fuel at any time during
flight, only on the ground prior to engine start. Up
until just a couple of months ago I had never seen any
visual indications of a fuel leak, only a smell of fuel
when I initially opened the canopy. However, back in
November after fueling up one day I knelt down to take a
look underneath the wing to see if there was any
indication of fuel anywhere. There it was. There was a
line of blue dye along the trailing edge of the fuel
tank running from the fuselage outboard to the first
(Carlos at GRT) From time to time customers ask about
the synthetic approach capability in the GRT Avionics
Sport and Horizon EFIS (all models). How does it work,
are public and/or private airports supported, etc. The
one question that we have not been able to answer
positively til now was, "Can I fly a synthetic approach
to my backyard strip?" The answer now, is, yes, you can.
From the AF-5000
(from Rob Hickman - AFS) This is an extremely useful
feature in VFR weather, it helps you visualize the
correct runway and act as a double check. For example
KSLE has runways 34 and 31 that are very close. When I
get cleared for the runway I select it in the Flight
plan and it displays the HITS boxes and the runway lead
in arrow on the map.
It is not meant to fly an IFR approach into an airport
Sorry to be so late to the thread folks - and thanks
for all the well-wishes, on behalf of the ENTIRE team
that has worked to get us to this point. Louise and I
just got back from Fort Worth - we stayed over to work
with a number of folks on this and other projects, and
were hoping to fly the RV-1 again today. Unfortunately,
by the time the ceilings had lifted, the winds had
picked up something fierce - even getting the -3 into
Hicks was a challenge.
Below is an excerpt from the post-flight report I just
wrote. the airplane really does fly like an RV, it's
just not as light on the controls as what we are all
used to in the modern airplanes. Above all, however, it
is honest. What else but honesty would you expect from
Thanks again for everyone that has helped to this point,
and for everyone that will be helping out from now until
the tour is over. It will take a whole lot of people
spread around the continent to pull this off, but I have
confidence in the RV community. Look for a chance to
help out when the RV-1 comes near you!
Taxi and take-off were normal for a tail dragger. The
brakes are definitely sensitive, but once the pilot
calibrates themselves, it should not be a problem – they
need to be very careful the first time they are applied
however. Lateral stability on the ground is not as
positive as most RV’s – once the tail starts to swing,
it feels like it would have a tendency to go around –
more like a normal tail dragger than the very stable
RV’s. The tail wheel is very firm, and sends
considerable feedback through the airframe when hitting
bumps – pilots should be aware – no damage appears to be
done by this.
Take-off was normal for an RV- tail came up in about
100- 1500 feet of roll, acceleration was good, and
control at lift-off was positive. Speeds weren’t
recorded on this flight, as we really don’t know how
accurate any of the instruments are. The initial rate of
climb was quite good – about what we would expect for
the horsepower. The airplane felt well-trimmed with the
tab in a neutral position, and pitch forces were normal.
The airplane was climbed to 3,000’ over the field (field
elevation approximately 850’), and several orbits were
performed to evaluate handling. In typical RV fashion,
roll and pitch are harmonious, and the rudder is fairly
heavy at normal flight speeds. Roll and pitch are
sluggish compare to a modern RV, but perfectly adequate
and not out of the ordinary for production aircraft.
Comparing it to modern RV’s, the controls are more like
an RV-8 than an RV-4 – good, but not at all light. Trim
is quick, but the range is not great. Turns to both left
and right were performed, and stability seems strong in
After over seven years of building, My wife and I
flew the RV-9A on our first short trip. We flew to
Oklahoma to visit my son and his wife. It is a four hour
drive in the car but only an hour and fifteen minutes in
the plane. Believe me there were times when I never
thought I'd finish and almost sold the project once, but
I am sooo glad I didn't give up. I need to thank Jay
Pratt for helping me make this a reality. At the end of
the project I was so busy at my business that I had
almost no time to work on the plane. Jay helped me with
all the small details to make the project a flying
airplane. Another benefit of having my plane at Jay's
hangar was being able to see other RV's to see how
details were done on different planes. I know it's a
worn out saying but
KEEP POUNDING THOSE RIVETS!
RV-9A N9JW 90919
● Engine Start!
in by the advertisers of this site.
Totally Off Topic
Across the street from where I was eating breakfast
yesterday. Carbeque. I called 911 (was second caller).
Loud popping sounds as small things exploded (no idea what). Coulda
While this all happening, folks were still driving in,
getting out of their cars, and walking past it to go order their McBreakfast.
Flames were fifteen feet tall about a minute later.
Flew N6371S “Little Pill” yesterday on its maiden flight. Flight duration
20 minutes. No negative surprises but a couple of positive ones.
Trimmability excellent in that aircraft flew hands off once trimmed. Very
sensitive in roll (as compared to my Steen Skybolt) and predictable in
pitch. Trim ball stays centered at cruise speed. Cylinder head temps were
right where they should be although I would have expected them to be in the
higher range due to the fact that the engine is new. I’ll take good fortune
wherever I can get it. Stalls are predictable with slight airframe shake
prior to the break. Only 39.7 more hours to go.
After cutting the top cowl on my Rocket, app .5 inches, I find that I
need to put it back!! Maybe my Rocket is fat??? Started this process by
sanding the back inside with 80 grit and tapering the inside edge a bit.
Laid the first layup on the inside and seems to have set nice and clean.
Want to know if the FG Experts have any words of wisdom as to how to
complete this task and end up with something near what I had??? Plan to
re-cut on the proper line after getting the build up back on....
I'm entering a new market! After more than 16 years in the
Composite industry Bonehead Composites is now offering a new product line to
the Van's aircraft community! Having recently completed my RV 7A full of
custom carbon fiber parts, I've decided to make some my custom items
available for purchase. After so many years of manufacturing skydiving
helmets and other carbon fiber products I am excited to branch out into a
market that caters to my first love, the love of flying.
I take great pride in everything I design and manufacture from the
early stages of CAD design, to rapid prototyping and finally to testing and
production, and best of all, everything is made in the U.S.A. Our aviation
product line will continue to grow over the coming months and I urge you all
www.boneheadcomposites.com and check out what's currently offered. If
you don’t see exactly what you’re looking for I'm always open to new ideas
to keep me busy developing whatever the RV builder wants and needs.
Having built a 7A, some parts are specific to that model, but many
times are shared between various models. Current products included; FLIR
camera housing, NACA air scoops, throttle quadrant and center tunnel to
firewall, fire extinguisher/ armrest combo, floor boards, panel blanks, wing
tips, cup holders, and our most recent "D" size oxygen bottle mount. With
today’s latest cutting edge design and rapid prototyping technology the
possibilities are endless!
A few of you have inquired about my cowl flaps. I
thought it best to start a new thread, so here we are!
Background: As we all know, the 10 has had a problem
with cooling. The solution for almost everyone was to
add Louvers. The idea of Louvers isn't a bad one, but I
thought I would try something different. The problem
with Louvers (IMO) is they work great for cooling in
climb, but in cruise when you don't need the extra
cooling they are still there dumping air (drag) in all
phases of flight.
OK folks – we have had tremendous support from
builders in the DFW area, many of them working multiple
weekends on the RV-1 in the past couple of months. Last
weekend saw the relicensing inspection, and technically
the airplane is ready to go…but because of the winds, we
delayed the first flight, and during taxi testing we
discovered a couple of things we wanted to make better
before committing this historic airplane to flight.
We now have a new throttle cable on order, shims for the
axle hopefully coming in from Grove, and a new battery
on the way. All of these items should be arriving at RV
by Friday, and if the weather cooperates, we could be
looking at a flight if we can get everything installed.
I believe I heard that Jay is going to be out of town,
so I’m looking for folks who can volunteer to help with
these final installation items (Friday and/or Saturday
if required) to see if we can get to the end. The
battery should be easy, the Throttle cable may need some
bracketry built ,and the shims just mean we have to pull
a wheel, brake, and axle.
Of course, the parts need to arrive before they can be
installed, but if anyone thinks that can make another
effort, let us know, we’ll stay in touch, and hopefully
get it done.
Typical RV building – a few little things can hold up
the first flight, but they’ve gotta’ be right! The
schedule is tight to get it flying and to the paint shop
before we need to be thinking of getting it to Florida.
...I am by no means a
fiberglass guru and working with fiberglass is an art I
do not consider myself particularily skilled or
knowledgeable about. For the purposes of fashioning the
windscreen fairing, I'm not sure how the experts go
about defining what fiberglass material is "best." There
may be any number of acceptable materials and ways to
fashion a windscreen. Since no one has responded to your
query, I'll hazard the following. For both my projects I
used fiberglass tape exclusively. I believe I learned
about tape from one of George Orndorff's early
construction videos. It's 3" width seems about right and
by slightly offsetting each run, a four-ply layup works
for me. A description and source for fiberglass tape is
This is the 2nd in a series of posts (Part
1) on the Vision Microsystems EPI-800 & VM1000
Engine Management Systems. As a reminder, I’m not a
certified avionics technician but an experimental
aircraft owner & enthusiast like you. My intention with
these posts is to pass along the information I’ve
learned over the years to help keep your EPI-800 or
VM1000 system alive & well. This writing will cover the
manifold pressure transducer (MPT) “care & feeding” to
help you avoid the “MPT Blues.”
The EMS receives manifold pressure (MP) data from a MPT,
VMS p/n 3010015. The MPT receives 5VDC input from the
VMS data processing unit (DPU) & returns a low level
signal proportionate to the intake manifold pressure.
The DPU processes the signal to provide a cockpit
indication of MP. If properly installed & maintained,
the MPT is a robust & reliable unit giving decades of
trouble free service.
The MPT consists of an electrical sensing unit soldered
to a PC board, this assembly is attached to a aluminum
block. The 1st gen units had a tan PC board with RED-GRN-BLK-WHT
wires; later units had a green PC board with 4 blade
connectors. The sensing unit is a 15 psi two port
differential sensor. In VMS installations, one port
remains open to cabin pressure while the other is
connected to a brass nipple in the mounting block, a
snubber fitting to dampen pressure transients, and to
the engine manifold.
But instead of the extension, the entire fuel valve is
bolted to the console. With using flexible lines, in the
rare event needed, you should be able to disconnect the
valve from the console with ease.
Totally Off Topic
OT: Pendulum Waves ...DanH sent this to me.
related to torsional mechanics, an important subject if you wish to design
an engine (ed. or anything that gets turned by an engine.)
(Reuters) - U.S. communications regulators dealt a severe blow on Tuesday
to LightSquared's plans to establish a high-speed wireless network,
proposing to withdraw authority for the land-based portion after government
experts said it would interfere with the GPS system.
The Federal Communications Commission (FCC) said it proposed to suspend
indefinitely LightSquared's authority to transition its satellite spectrum
to ground-based use.
My condition inspection is due next month. I am not the builder nor do I
have an A&P rating. I want to document my progress here for any other
buyer's who are experiencing this steep learning curve. I hope this will
also serve to put my A&P at ease when he can see the work I've perfromed.
I will go further into my condition inspection but for now I am prepping and
taking care of all the things I can BEFORE I get my A&P involved. Hopefully
this will make things go a bit smoother.
I don't post much, but this is an exciting enough milestone that I felt
compelled to share. I've waited a long time to get my avionics, and that was
exciting enough. But just this weekend I powered up the AFS-5600 for the
first time, which was a much anticipated milestone. It came up
without a hitch.
I still have a lot of work to do before I fly, but this is another amazing
bit of motivation. SteinAir did the wiring harness, and Rob tendered
technical support. I took delivery of the unit back in November, and needed
to update the software and charts. That was a successful operation, and I'm
now running the latest and greatest code. (I'm sure it won't be the last
update made before I fly, though.) Here is a picture of my work in progress.
Note that the display isn't as crisp as it could be .. which isn't the fault
of the EFIS, but is because I'm leaving the protective plastic on the front
until closer to flying-time. <g>
We did a fly-by last June 3rd. Really nice spot from the air but looks a
bit more wintry than you might expect in June <g>.
Totally Off Topic
...if you like watching R/C guys struggle with crosswinds just like
we do, this is your clip. 'Exciting' landings start around the
3min 30sec mark. Rob Ray sent me this.
Valentine's Day again? CVS candy isle here I come...
Feb 14, 2012. 1231z Rain and crud all day in the DFW area Monday, mixed with a little sleet
No fun in Vanville. Hats off to those living where it's colder and wetter
than Texas. Don't know how ya stand it.
I forgot to mention this past weekend FIFI flew over the house
twice at 1,000' agl. Friday and Saturday. It's based at
Addison airport (KADS) and goes over to Alliance airport (KAFW) to do
currency touch 'n gos via our house, apparently. Saturday I heard
the radial noise, raised my upstairs guest bedroom office blinds
and saw the shadow go right over the dang house. Tate and I
keystone cop'd it out to the driveway in time to see it go over the
trees. Turned my little Dynon handheld over to Addison tower, but
I guess they were talking to approach on a different freq.
Probably the tenth time we've seen it flying over our neighborhood.
I should probably keep a camera w/a good lens on it by the window.
My wife and daughter think it's no big deal for the world's only flying B-29 to fly over the
house...multiple times. At least the boy gets it... dr
"...Lots of open source material was used, much of it from Van
himself or culled from VAF. The key to much of the
number crunching was the great work that Kevin
Horton and Dr. John Lowry have shared on the web
that allow a history major like me to actually apply
The standard warnings apply however: a manual like this isn’t
intended as a substitute for proper flight
instruction; each of these airplanes is unique; and
I’m one man deep, so there are errors that I haven’t
...I'll walk you through what I do when I'm flying a G3X/430W/GX
Pilot equipped aircraft on an instrument approach. The same basic
series of steps applies to both ILS and GPS WAAS approaches:
1. Well outside the final approach fix, I brief the approach
from my printed plate or electronic chart. At this point I enter
the1 initial missed approach altitude ("climb to ___ft") in the
G3X PFD's altitude preselect field, and I also use the Baro
Minimums feature on the G3X PFD to dial in the DH/DA for the
2. When cleared for the approach, I press the autopilot APPR
softkey on the G3X PFD to arm the autopilot to capture the
localizer and glideslope (for an ILS) or the GPS course and
glidepath (for a WAAS LPV or LNAV+V approach). The airplane then
captures the lateral and vertical guidance and flies itself down
3. Upon reaching the decision height or missed approach point,
when the G3X approach minimums voice alert sounds in my headset
- "minimums, minimums!" - I use the autopilot disconnect button
on the stick to disengage the autopilot and take control
manually. At the same time, I'm adding power and pitching the
nose for climb attitude. The important thing at this stage, of
course, is to get the airplane climbing away from the ground,
not be pressing buttons. That's true no matter if you're using
an autopilot or hand-flying.
I have red 15 times and probably over thinking on
this but. Would you explain underlined text please. If
you have picture that is even better.
Step 2: Machine Countersink the nutplate attach rivet
holes in the flanges of the W-SPAR ASSY-L Spar
Assembly-Left. Machine Countersink those rib to spar
flange attach river holes that are in line with the
nutplate attach rivet holes and are inboard of the most
outboard fuel tank attach nutplate.
...Next time you drill and deburr a hole in plexiglass, examine
it with a 10x magnifier. What looks ok to the naked eye is too often
a collection of stress concentrations, in particular when deburred
with a cutter. ...more
[ed. Mind you this is advise coming from a used car
salesman...and yes, I'm enjoying the used Ford Ranger truck I
from him very
much. <g> dr]
What I did was remove the jam nut after lightly scribing its
outline on the end of the actuator so I would know where to center
punch for the drill. I threaded the .032 safety wire through the
hole and then replaced the rod end and jam nut. Also, I substituted
a drilled-head bolt for a cleaner look. Here are a couple of
Here's a photo of the test labels that I tried. The particular labeler
that I'm using lets me adjust the font and size.
I apologize for the poor photo quality, but it'll give you an idea of the
readability of the various tapes. These bins don't have anything in them but
with the clear tapes I can easily see inside past the lettering...
In early December, I was put on a combination of morphine and cortisone
which dramatically reduced the pain I was having. After this, I was put on a
treatment of chemo which then had to be halted in December for me to go on a
radiation therapy regime of 10 treatments. My condition during the radiation
therapy improved dramatically and the pain I was experiencing in my back and
sides stopped almost altogether. However the effects of the radiation
therapy came on about a week after the treatment finished and these effects
are really debilitating. I am slowly recovering from these effects now but
it has been a struggle. I now know first hand what disabled people go
through and it has been an eye opener. I start a new regime of chemo
tomorrow (Valentines Day) with a new drug. I have had a portable catheter
inserted surgically in my chest just under my collar bone where one of the
drugs can be introduced over a period of two days. This regime of treatment
is set to last until July. I am looking forward to further improvement in my
condition which is very very slowly happening. Then I can get to the garage
and resume building slowly at first.
I have had great support from my family and friends all around the world and
that is very inspiring. The best though is Chrissie my angel of a
girlfriend, who has been a rock and an anchor in helping me keep a positive
attitude throughout the last three months. I would not have known what to do
without her. Despite her own worries about me she has pushed and cajoled me
to keep on going, to exercise, to eat and to think positive.
From time to time also, I open this post and look through all the messages
from The VAF Community and it gives me a real boost to carry on with the
skirmish and to Hang Tough.
I am determined to beat this thing. My attitude is very truly positive, with
a few small minor dents that are banged out by the love and support I have
from close family and the support and inspiration I receive from friends and
The VAF Community.
I thank you all deeply from the bottom of my heart."
During our conditional we decided to change our pads and discs on
the 7a. Went with Rapco discs and used the pads we already had (not
sure of brand). Put everything back together and now they drag like
crazy. Checked the discs and they seem to identical to the old ones.
Anyone have any idea of what could be causing this? Plane has about
After the success we have had with the other models ( Thanks
fellow builders ) we did the obvious thing and below you can see the
proto type set of RV8 intersection fairings. They have been test
fitted to two different RV8's and they really fit well. Specially
the two top ones were not easy to make.
Totally Off Topic
You might not find this as funny as I did, but being a one-person
running this website, it did speak to me. dr
My RV8 became an official flying machine today with
the issuance of the airworthiness cert. It differs from
the stock Vans “8” with a James Cowl, Barrett IO-390 and
a MT 3-blade prop. It has all the TCW boxes, B&C stuff,
dual Pmag and Electronic Ignition Commander, dual GRT HX
with back up steam gages and Abby’s Flightline interior.
It was painted by Scott Groves of Saltair Aircraft
painting in Ormond Beach, Fl. Yes, I’ve been saving up
for many years to do this project. BTW, I started on 16
January 2008 and got the DAR inspection today. As soon
as the weather gets warm again it will fly...
Yesterday, the RV-1 moved again under it’s own power
for the first time in several years! It was a cold,
blustery day in northwestern Fort Worth, with bumps and
burbles in the air tumbling off of the hangars, raising
havoc with airplanes trying to land on the single
runway. (If you could have withstood the temperatures,
it would have been quite entertaining to sit in a lawn
chair and grade the various attempts at “returning
safely to earth…”).
Experienced homebuilders will understand the scenario.
Last week, we planned to have the Condition Inspection
and a DAR visit completed this weekend. If everything
worked out a hundred percent, it was not out of the
realm of possibility to fly the airplane. Alas,
everything worked out – except for the weather. Yet a
good time was had by all, and we enjoyed the company of
an EAA chapter visit on top of the usual suspects at RV
Central. Finishing touches (panel labels, a few dabs of
RTV) were being applied as we got back from lunch and
Mel Asberry pulled out his clip-board...
Saturday I flew over to Hicks field (T-67) to work on
the RV-1 and see if my larger than Cinderella hulk would
fit into the RV-1's glass slipper size cockpit. It was
windy and very cold that morning. I parked the Doll out
side of Jay Pratt's RV Central hanger, and went inside
to get out of the wind and drink my mug of coffee. Ten
minutes later, I returned to the Doll to place my empty
coffee mug in the cockpit, and I discovered two cracks
in the canopy, that were not there minutes earlier. The
theory that Sikaflex fillets, bonding the glass to the
canopy frame to relieve the stress on the rivets, proved
to be ineffective. Therefore!
Do you have a finish kit, Aero Plastics, light gray tint
canopy, that you do not plan to use, because you are
planning to use a Todd's canopy? If so I would like to
purchase it. It would be extra nice if you live near
Ran my first experiment today. I compared my mark 2
flush fuel vent to the std plans 45 cut aluminum tubing
using a manometer to record the readings. It took some
"creative rigging" as the wind tunnel is meant for flow
and drag measurements and the design creates low
pressure. I found that if I pumped the inlet with my
leaf blower I could get positive dynamic pressure. Since
I am directly comparing with the same set up, it
shouldn't matter about the flow errors induced.
The results are the flush vent is equal to or actually
slightly better than the std vent in total pressure.
Pressure recorded with a Dwyer magnahelic gauge 0 - 2
inches of WC. The maximum recorded avg readings for
Std tube = 1.9 inches of WC
Flush vent = 1.9 + inches of WC. Gauge increments 0.2"
so needle position is subjective.
Totally Off Topic
Feb 10, 2012. 1255z Yesterday morning the wife taught a yoga class in our
living room, so before they started I slipped out the back Jack and scooted out to 52F for a
quick flight before a 10:15 eye appointment. OVC and HZ kept me in
the pattern, so it's touch 'n go practice. I really do enjoy
having a manual flaps and taildragger configuration when practicing
TnG's. The game for me is to do a wheel landing with full flaps,
keep the tail up on rollout while raising the flaps, staying on
centerline as the power comes back in, all the while TRYING to make it
look somewhat smooth. There's a knifefight-in-a-phonebooth moment
on the ground as the speed is decaying when you're pushing forward on
the control stick (to keep the tail up) while pushing down on the flap
handle and tap dancing on rudder pedals...and reaching for a throttle
without taking your eyes off the centerline (and re-trimming the
elevator with your thumb on the control stick). If the tailwheel
touches down or the centerline slides out from under the fuse, or the
mains skip around before rotation, you loose. Crosswinds make it
that much more fun.
I call it a win if one of the five attempts is remotely smooth, but
that's the reward, isn't it? Never perfection but always trying.
I like the mix of muscle memory, total focus for about five
seconds, dynamic changes and only burning about four gallons an hour 'cuz
you're near idle a lot of the time. Good clean fun in the RV.
Logged .4hrs and (5) landings. Eye doctor said things look fine.
Come back in a year.
Wishing you and yours a happy, safe and RV-filled weekend.
On the drive home, I was admiring what a nice
afternoon it was. Got home and got a message Kris was
going to be late. With no plans and an hour of daylight
left, I raced to the hangar(nice to live 3 minutes
Last evening my son and grandson came over and helped
me set the last of the rivets on the top forward skin.
I'm trying to get everything done that I can at the
house before going to the airport. List is getting
shorter!!! Gear leg fairings, heat shield in the lower
cowl and prime the outside of the cowl, wheel pants and
gear leg fairings!! It's getting exciting now!! Only 90%
Last night, over dinner, a friend and I were sharing
stories. His were auto racing stories and mine were
flying. He races his own Porche and like many of us
knows every nut bolt and washer on it. We got on the
topic of fire safety. I related stories from our world
of some of the events that have brought fire safety to
the forefront of many of our minds.
He was telling me that some of the sanctioning bodies in
racing require you to prove that you can get out of your
car and get out of danger in a particular time frame. I
found that to be an absolutely obvious thing to do, but
have never heard of anyone doing that.
Do you test yourself to see how fast you can get out?
With and without a passenger?
Well, it seems like I am a bugger for punishment.
With the cold weather -7C, I find my self working in the
hanger. I purchased a Smoking Airplanes 3.5 Gallon
system was was eager to get it installed. So, with hot
coffee in hand into the frozen wonderland of the hanger
I go. First thing i did was to install the injector on
the exhaust behind the Y joint. I was surprised at how
easily the pipe drilled, maybe that particular bit had
not seen any stainless or fibre glass yet ! I decided on
one injector for now, and will see how that works for
"Vlad paid us a short visit last Sunday. He flew up
from NJ directly to Ottawa Canada. Vlad availed himself
of the Canpass feature that allows for border crossings
at more airports..."
continue / many pictures
I recently attended APS emergency maneuver training
in Phoenix, Az. This was probably the best aviation
training that I have ever received! The training was a 3
day course, with 6 flights in the Extra 300L, and the
experience was invaluable! A little bio on myself when I
attended this course. 5000+ total time, 4 1/2 years part
121 with Expressjet, and now I drive a C550, and of
course, the 4. During the 3 day course, there was about
12 hours of ground school which covered a lot of
aerodynamics. One interesting tidbit I learned from this
training, if you unload your aircraft from 1G to 1/2G,
your stall speed decreases by 42% ( it's a good thing to
know when you are in a stall). The instructors at APS
are top notch (ex military / airline), and their
knowledge base is incredible. Unlike regular flight
training in the past, where we all have talked about all
of the different types of stalls with our CFI, and only
do power off and on in the aircraft. During my APS
training we actually preformed every type of stall, in
every type of attitude, in the aircraft. Instead of what
we are used to doing, talking about the "theory" of what
is going to happen during ground school, like all of us
have in the past, and never preforming the actual
For all of us, experiencing these many different types
of upsets could possibly save our lives. I can't say
enough how invaluable this training was.
This is only the tip of the iceberg during my
experience, if you have any questions let me know. Here
is the highlight reel from the last 40 minutes of my
...Because of the positive pireps from the VAF crew,
my wife and I decided to fly down to Sunriver, Oregon
for our Anniversary. It was a wonderful trip. The staff
was exceptional, the food was great and the scenery was
There was more snow down there than back in Calgary !
All in all a great getaway and highly recommended if you
are looking to spend some time with your significant
Sure we could have flown commercial
or driven 17 hours (double
but why when we have access to Time Machines called RV's
So, once again I find my flap motor not wanting to go
down, oh well, better than not going up after take off.
I had cleaned the shaft of the motor before, but did not
fully disasemble the unit to clean it out of grease.
So, out to the hanger I go to resolve this issue with
hopefully a better result than the last time, it
lasted45 hours. First remove the flap assembly from the
plane, hard to see in this pic, but there is quite abit
of grease on the shaft. Some is good, but this was to
I have a gap between the aft tube of the forward
canopy frame and the forward canopy skinright around the
hard curve from top to side - on both sides. The forward
skin gets distorted when I cleco it flush to the tube.
What can I do to keep the form of the skin and still
have the rivets work?
...I have got a big problem with my elevator assembly
on the RV8:
The WD-605-1-L elevator horn doesn’t fit anyway with to
the two spars (E-705 and E-702)! I tried to cleco the
assembly with and without the skin. All the holes are
displaced however I try it. I put the E-705 so that the
elevator horn could be mounted flush with the forward
face of the E-702 spar. Has anybody else had this
problem, too? What can I do to make it fit? It would be
great, if anybody has an answer to me...
I shut down “Junior” yesterday morning as drops from
an approaching light rain dappled the cnopy with 40.1
hours on the flight-o-meter and reams of test data in
the computer. Reading through the Ops Lims statement, I
had no reservations signing it out of Phase 1 as having
fulfilled all of the REQUIRED testing to determine that
it has no hazardous flight characteristics throughout
the normal flight envelope – and also signed off the
huge number of aerobatic maneuvers (“left and right”)
that we’ve gone through. So legally, the airplane is
free to roam – which is good, because we still have
testing to do!
The “additional testing” is generally to build detailed
performance charts (we have enough rough data already to
refine the envelope) and to check out all of the nooks
and crannies of the avionics package. Eventually, we’ll
build nice cruise/power charts from the performance
data, although realistically (based on experience),
we’ll probably find the numbers we like the best and use
them all the time. It’s nice to know the capability in
advance (for flight planning) of course. In the world of
avionics, we’ve verified that everything is connected
and plays properly, the Comm radios Comm, the Nav radios
Nav (and the entertainment radios entertain). We’ve
flown enough with the autopilot to verify that it can do
the whole coupled approach thing while we sip on a
juice-bag….but now the serious work of understanding all
of the little nuances begins. And of course, since we
beta test software, everything we learn may change as
upgrades come along.
So while Phase 1 is complete, we still have lots of fun
test flying ahead. It has been a lot of fun mentoring
Louise through her parts of the Phase 1 program, and I
have enjoyed exploring the envelope with such a capable
airplane – especially when doing vertical roles at only
70% power. Hopefully, we’ll get some time to do a little
fiberglass touch-up work before it heads to the paint
shop in April. But for those in Texas, you might start
seeing the unpainted -3 with the “pepto-cowl” on a ramp
somewhere in the meantime!
Just to reinforce the importance of following our
installation instructions and properly grounding the
body of the light, here is an email I just received from
someone who had noise and was able to solve it by
grounding the mount for the wingtip light:
"I just want to send a thank you I have been trying to
get the strobe noise out of my headset for over a year
and your tech support had me clean the anodizing and
ground the mount to light ground. I can’t believe that
that worked so well!! I flew for 30 minites after fix
and the quite was so loud it made my ears shout for
Here is a photo of what the mounting bracket ground
should look like (note that it shares the same pin in
the connector as the black wire, so that the grounds are
The F-16 that suddenly appears off our left wing is
It wags its wings as it goes by, and its engine, in
afterburner, shakes the sky like an aerial earthquake.
An identical airplane that trails a few miles behind and
slightly above us, however, isn’t visible to us at all.
It’s there to intervene if we take some sort of hostile
or evasive action.
Recently, AOPA staffer Bob Knill and I joined the Civil
Air Patrol in a single-engine, fixed-gear GippsAero G-8
Airvan on an aerial exercise that gives the U.S. Air
Force F-16 pilots based at Andrews Air Force Base some
practice at identifying and tracking relatively
slow-moving general aviation aircraft near the
Washington, D.C., area.
Totally Off Topic
Feb 6, 2012. 1238z Morning! Lotsa RV stuff to cover this morning, so don't
worry about work for a bit. It'll be there when you're done
goofing off. VAF on... dr
Well here we sit with 39.0 hours on the RV-3’s clock
and the rain coming down in a constant drizzle….and it’s
been low, or foggy, or rainy (or all three as a bonus!)
since last Tuesday! Fortunately, we have essentially
completed what I consider the legally “essential” parts
of Phase 1 (envelope definition and expansion,
climb/glide/cruise performance, aerobatic maneuvers, and
normal flight parameter definitions), so when we can get
another hour in, we’ll be able to sign it off and start
some cross-country work. Then of course, we’ll continue
refining our performance tables and doing extensive
avionics testing and practice before committing to
things like IFR flight.
Plane out of Phase I as of print time today...
...Getting the frame to match the roll bar was not
that hard but once I got it right the aft end was too
wide. I fought and fought with this until I was ready to
pull my hair out (except I don't have any left to pull).
I finally came up with a plan that made it easy to
adjust both the height and width of the bow! I used
ratcheting straps to incrementally tune the aft bends in
a controlled manner click by click. To measure results
just loosen things up. Be patient, don't try to do it
all at once. The wooden bar acting as a spacer between
the front bow is critical. Worked like a charm. Hope
this helps someone else...
The sun made a rare winter appearance in the Pacific
Northwet, and along with it the desire to commit
aviation (I don't think I was the only one so inclined).
I was planning to go to McMinnville, OR to see the
Spruce Goose, among other things, but it was too bumpy
for me on the inland side. I noticed, though, that
further west it wasn't as bumpy so I went to Tillamook
Building Tips / Techniques/ Mods
● Air Scoop on RV-3
...note the eyeball blower vent on left side of
panel. The air scoop is just fwd of that. Plenty of air
blast through - I'm sure someone could do a much better
job with a less obtrusive scoop in that position...
...I went the aileron trim tab route and absolutely
love it. I think 99% of folks will not be interested,
but for the other 1%, it is the cat's meow. It takes a
lot of extra work, but if you like doing this kind of
stuff, go for it. I can have one tank full and the other
empty and trim it out with my trim tab. Besides, it's so
cool to watch the little tab go up and down in flight...
Feb 3, 2012. 1215z Spent the evening listening to our high school girl's
choir perform at
Winspear Hall on the UNT campus in Denton. Last performance
before a trip down to San Antonio for state competition. I don't
know what Susie and I did to deserve such a wonderful daughter.
The acoustics in this venue were unbelievable - kept closing my eyes and
just soaking in the sounds. Wish you coulda been there - her and
her friends were amazing.
Hope you and yours have a happy, safe and RV-filled weekend!
Looking kinda damp here in N.TX for the weekend, so wishing it's better
flying in your neck of the woods.
...The images don't do the actual texture effect
justice but you should get the idea. To get printing to
stick to the texture such as below the circuit breakers,
I used dry transfers that were rubbed into the surface
and then sealed with clear lacquer. I have always been
pleased with the result...
Were doing a lot of work on getting the fiberglass
tips done and priming the main wings for painting.
I have included one link that you can use to go view the
pictures . I lot of frustration... learning to paint
As of yesterday I am the owner of N3VR a nice, VFR,
RV3. It passed the pre buy & a "test flight" by Zach
Crotts to become mine. Zach said it was fun & flew
great. Soon as I get transition training from Alex at
Eagles Nest I plan to have it in the air. You guy's
looked like you were having to much fun! <g>
After a lot of work finishing the paint and related
cockpit chores, N942PT (reserved) was loaded on a
friendly aircraft carrier, also known as a tow truck,
and hauled to the assembly hanger. Upper molars were
added for aesthetics. Flightline interior to be
installed after we take the wings to the hanger and make
it look like a plane. All parts are now painted with a
few areas to be buffed. It is nearing time when we can
finish assemble the plane and work towards first
I flew my -10 to Hot Springs, Arkansas, on Tuesday,
hauling my PT-6 gearbox in the back, to a turbine shop.
At 140 lbs, it all balanced out nicely and the 600 mile
trip took 3 1/2 hours, with quartering headwinds of
I noticed the slight amount of down elevator, since I
was solo with the equivalent of a passenger in the rear,
making for a much better CG and the resulting added 2
MPH was sweet, at 7,500', 75% power, 205 MPH TAS!
Fastest I've seen yet, at 75%, on the way home today.
I flew 68% out there, LOP and made 190 MPH TAS, with a
fuel burn of only 11.7 GPH. The Dynon showed me a range
of 950 miles and over 5 hours of fuel.
September of 2010 a writer for my neighborhood paper
asked to do a short article on the plane I am building
in the garage. I just happened across the article
tonight and thought it would be fun to share...
Work Day #14 report –
Since our last work day, the following items arrived at RV-Central:
a set of really cool ‘period’ seat cushions from Oregon Aero, a
beautiful custom propeller from Catto, a shiny new prop extension
from Saber, a new set of Champion spark plugs from Tina’s Pilot
Shop, and a vacuum pump driven gear from Air Salvage of Dallas.
Generous vendor support has been the foundation of this project and
they deserve your continuing support. Friday was a visit to Grady at
Glo Custom for an update on the canopy, cowl, and wheel pants... and
they’re right on schedule. The ‘crew’ gathered Saturday morning with
Jay’s ‘punch list’ in hand, and by noon were ready to install the
new Catto propeller.
I remember going through this same thought process. The directions aren't
real clear about this, as you noted. I don't think it's too critical when
you mount the vents. I think you can mount them pretty much any time you
like. I waited until after I had the rudder/brake pedal assembly in place
and the vent lines, etc. installed. That way they aren't in the way.
been 2 weeks since the empennage kit arrived and after some 53 hours
of work it is beginning to look like an airplane may be emerging from
all the parts and rivets with the help of a very good plan. This was the
state of progress as of 2 days ago.
steps forward, 1 backward...
Things were progressing nicely yesterday, managed to get both elevator skins
and all the stiffeners dimpled, cleaned up, primed and back riveted. I felt
like I was closing in on completing the empennage kit. Right skin below
ready for spar, ribs and counter weight install. Left skin is similarly
Spent today on the left elevator. It will be riveted before noon tomorrow
and then it is on to build the trim tab.
For those new to this process, if there is any wisdom to pass on here it is
stick with the plan. Do not jump ahead. Sometimes instructions are confusing
and if they are, do not press on until the confusion is resolved.
I have accumulated just over 26hrs in phase one and all seems to work
very well. Couple of things I have observed that I am more curious
about than concerned. Engine set up is AeroSport 260HP, AFP injection,
Light speed ignition on the top and magnetos on the bottom. Exactly the same
installation I had on my RV-8 and no trouble for 450 hrs.
Feb 1, 2012. 1231z Some recent posts warrant a quick note about following
the posting rules. One of the quickest ways to get on my scat list
is to create a thread complaining about the moderators and/or moderation
policies I have created for my online house here.
Read and follow the posting rules - they aren't rocket surgery.
No mod-baiting on VAF - I enforce this with lead pipe cruelty.
Being a moderator is a thankless job, and cleaning up other people's
messes is no fun. We get it....15,000 pilots don't agree on
everything. Wanna vent about how the world is run all wrong?
Go to the comments section of any article on politico.com and have at
it. Just don't do it here.
Want to give me some feedback via email sometime? I welcome your
thoughts. Send it by email, not a thread in the forums.
There are a couple three forum accounts that I'm about ready to drop the
perma banhammer down on if they don't play nice and friendly from here
on out. VAF will be a nice, civil place 24/7. For the
handful of folks that feel compelled to push the rules (and my buttons),
I would recommend you exercise extremepostingcaution
from here on out. The safety is off and my finger is hovering over
the big red button. Make my day.
Follow the posting rules and we got no worries. Now that the bad
cop stuff is out of the way, please enjoy this
video of a
chimpanzee riding on a Seqway to cleanse your mental palette.
Back to the greatest hobby on earth...and happy hump day!
Quick question for you guys. You know how the
windshield fairing overlaps the canopy? What about on
the sides where the skirt comes up to the metal. My
skirt butts right up to the windshield fairing here, but
i didn't make it overlap. Mistake?
...it's an externally mounted square Brackett filter.
I built the airplane in the '80s when everyone was
scooping unfiltered air ... which I thought was crazy,
so I came up with this. Fairly innovative in it's day
... pretty clunky now! Works great, though (probably
lose ~5kts on the top end!)